US20110156380A1 - Adjustable steering column for a motor vehicle - Google Patents
Adjustable steering column for a motor vehicle Download PDFInfo
- Publication number
- US20110156380A1 US20110156380A1 US13/061,541 US200913061541A US2011156380A1 US 20110156380 A1 US20110156380 A1 US 20110156380A1 US 200913061541 A US200913061541 A US 200913061541A US 2011156380 A1 US2011156380 A1 US 2011156380A1
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- US
- United States
- Prior art keywords
- actuating lever
- clamp element
- steering column
- clamping mechanism
- clamp
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
- B60R21/09—Control elements or operating handles movable from an operative to an out-of-the way position, e.g. pedals, switch knobs, window cranks
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
- B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
- B62D1/16—Steering columns
- B62D1/18—Steering columns yieldable or adjustable, e.g. tiltable
- B62D1/184—Mechanisms for locking columns at selected positions
Definitions
- the invention relates to an adjustable steering column for a motor vehicle with a clamping mechanism in the opened state of which the steering column is adjustable and in the closed state of which the set position of the steering column is fixed.
- the clamping mechanism comprises an actuating lever and a clamp element, which, for opening and closing the clamping mechanism, is rotatable by the actuating lever about an axis of rotation.
- Adjustable steering columns are known in various embodiments.
- To secure the adjustment in position in the closed state of the clamping mechanism can be provided, for example, friction faces tightened together by the clamping mechanism for the force-closure securement or toothings, brought together by the clamping mechanism for the form-closure securement.
- the adjustability can refer to the axial direction of the steering column and/or the inclination adjustment or height direction.
- WO 03/018384 A1 has already proposed to realize the operating lever as a deformation element such that it is deformable through an impact with the consumption of energy.
- the operating lever is preferably provided with a specified buckling point.
- the force leading to the deformation of the operating lever must herein be selected of adequate magnitude in order to exclude deformation during normal operation.
- the operating lever must further be realized with appropriate geometry in order for a deformation of the operating lever to result due to an impact force acting in the direction toward the motor vehicle front in the event of a crash.
- DE 10 141 551 A1 furthermore discloses an adjustable steering column in which a lever part of the operating lever is connected with a bearing part via a tear-off mechanism, through which the lever part can become detached from the bearing part in the event of a crash.
- the embodiment depicted in this document is relatively complex. It is also necessary to prevent the lever part of the operating lever from becoming unintentionally detached from the bearing part, for example in the presence of an unintentional jolting or improperly applied forces, also in the transverse direction.
- U.S. Pat. No. 7,125,046 B2 discloses an adjustable steering column in which, in the event of a crash, the jacket tube can become dislocated in the direction toward the motor vehicle front.
- the fastening lever for the lock mechanism is also moved toward the front end of the motor vehicle whereby the knee protection of the driver is said to be improved.
- the invention addresses the problem of providing an adjustable steering column of the type described in the introduction, in which with an advantageous realization an effective protection of the driver with respect to an impact on the actuating lever is attained in the event of a crash. This is accomplished according to the invention through a steering column with the features of the present invention, including advantageous further developments and improvements of the invention.
- the actuating lever is connected with the clamp element of the clamping mechanism so that it is turnable out of position at least in one direction of rotation with respect to the clamp element if a limit value of a torque acting between the actuating lever and the clamp element is exceeded.
- a torsion-tight connection between the actuating lever and the clamp element.
- the actuating lever can herein be connected directly or indirectly, e.g. via one or more transmission members such that it is connected torsion-tight with the clamp element.
- this connection is only torsion-tight up to a certain torque acting between the actuating lever and the clamp element.
- the actuating lever can at least within limits turn out of position with respect to the clamp element with the detaching or yielding of the torsion-tight connection.
- the invention permits a simple and compact realization.
- a relatively high nonresponsiveness can advantageously be attained to unintentional or improper force actions onto the actuating lever, in particular also in the transverse direction, e.g. in the direction of the rotational axis.
- the limit value of the torque, above which the actuating lever is turnable out of position with respect to the clamp element is advantageously at least 7.5 Nm, wherein a value of at least 12 Nm is more preferred.
- limit values of the torque, above which the actuating lever is turnable out of position with respect to the clamp element of at least 15 Nm is especially preferred.
- the limit value must be laid out such that even improper forces or an unintentional supporting of the driver on the lever does not lead to a detaching of the torsion-tight connection.
- this does not represent a hindrance, since in the event of a crash the driver, through his relative speed with respect to the motor vehicle, introduces an elevated force and therewith a corresponding torque.
- connection under form closure acting at least in one rotational direction about the rotational axis, between the actuating lever and the clamp element.
- This form-closure connection is preferably effective about the rotational axis in both rotational directions.
- This form-closure connection can be realized directly between the actuating lever and the clamp element or indirectly via one or more intermediate members. Referring to the at least one rotational direction, preferably to both rotational directions. The intermediate members are each connected with one another under form closure. If the limit value has been exceeded, the form-closure connection yields or becomes detached.
- This detachment or yielding can take place by at least one of the parts effecting the form closure being broken off and/or deformed.
- This may herein involve a part of the actuating lever and/or of the clamp element and/or at least one intermediate part which imparts the form closure, for example a connecting stud that can be sheared off.
- this deformation is preferably plastic or at least largely plastic.
- the deformation can be, for example, a widening-out.
- the actuating lever is advantageously disposed such that a torque which, in the event of a crash, is exerted by the driver, for example his knee, onto the actuating lever when the driver is hurled in the direction toward the motor vehicle front, acts in the rotational closure direction of the actuating lever, which is the rotational direction into which the actuating lever is swivelled about the rotational axis during the closure of the clamping mechanism.
- the turning out of position of the actuating lever with respect to the clamp element if a torque is effective that is above the limit value, takes place at least over an angular range with the absorption of energy (thus not as an abrupt complete detachment.
- This angular range is preferably greater than 10°. The safety against unintentional or improper force actions can thereby be increased.
- the adjustable steering column can comprise in a conventional manner a support unit is connectable with the chassis of the motor vehicle, and a setting unit rotatably bearing supporting the steering spindle.
- a support unit is connectable with the chassis of the motor vehicle, and a setting unit rotatably bearing supporting the steering spindle.
- the steering spindle In the opened state of the clamping mechanism, the steering spindle is displaceable with respect to the support unit for setting the position of the steering column and, in the closed state of the clamping mechanism, is secured in position in its set position with respect to the support unit.
- This setting unit can be formed in particular by a jacket tube rotatably supporting the steering spindle or it can include such.
- the clamping mechanism remains preferably closed.
- the clamp element thus does not turn out of position, and it is stayed against a turning by a corresponding stop.
- the clamping mechanism herein remains clamped, the steering column, corresponding to the layout of the clamping mechanism, can absorb forces with respect to its displacement directions. These forces can in particular be laid out so high that the steering column, in the event of a crash, through an impact of the driver, is not dislocated with respect to the support unit and, for example, the function of the airbag is fully ensured.
- the steering column In the opened state of the clamping mechanism, the steering column can be adjustable in its longitudinal direction and/or in its inclination or in its height.
- FIG. 1 is an oblique view of a feasible embodiment of a steering column according to the invention, parts of the clamping mechanism being pulled apart in the manner of an exploded view,
- FIG. 2 is a view of the actuating lever with the clamp element and the clamp bolt;
- FIG. 3 is an oblique view of these parts
- FIG. 4 is a side view of the actuating lever with the clamp element, the counterclamp element, and the clamp bolt in the opened state of the clamping mechanism, the actuating lever and the clamp bolt partially cut off,
- FIG. 5 is a view corresponding to FIG. 4 in the partially closed state of the clamping mechanism
- FIG. 6 is a view corresponding to FIG. 4 in the closed state of the clamping mechanism
- FIG. 7 is an oblique view of the actuating lever and of the clamp element in a state in which these parts are pulled apart
- FIG. 8 is an oblique view of the parts of FIG. 7 from a different line of sight
- FIG. 9 is a section view along line AA of FIG. 7 (however, with the two components assembled together),
- FIG. 10 is a section view along line BB of FIG. 9 .
- FIG. 11 is a section view corresponding to FIG. 10 after a motor vehicle crash according to a first embodiment variant
- FIG. 12 is a section view corresponding to FIG. 10 after a motor vehicle crash according to a second embodiment variant
- FIGS. 13 and 14 are section views corresponding to FIG. 10 before and after a motor vehicle crash according to a further embodiment of the invention, with a modified actuating lever,
- FIG. 15 shows a further minimally modified embodiment according to the invention.
- the steering column comprises a support unit 1 , which is connectable to the chassis of the motor vehicle, and a setting unit 2 , which rotatably bearing supports a section of the steering spindle 3 adjoining the steering wheel-side end of the steering column.
- the setting unit 2 is realized in the form of a jacket tube.
- the set position of the setting unit 2 is secured in position with respect to the support unit 2 .
- meshing toothings 8 - 11 are provided.
- friction faces can also be provided.
- Other securement elements acting under form closure are also known and can be employed.
- toothings and/or other securement elements can be provided on one side or both sides with respect to the center longitudinal axis (to illustrate the bilateral disposition, in FIG. 1 on both sides on the setting unit 2 a toothing is depicted, while the other toothings, for the sake of simplicity, are only shown on one side). All of these implementations are known.
- the setting unit 2 is disposed between side jaws 12 , 13 of the support unit 1 .
- an intermediate unit 14 is disposed between the support unit 1 and the setting unit 2 .
- the intermediate unit 14 is displaceable with respect to the support unit 1 in the setting direction 6 corresponding to the height or inclination adjustment.
- it is swivellable with respect to the support unit 1 about a swivel axis 15 , the implementation of which is not shown in detail in the depicted embodiment.
- the intermediate unit 14 is nonshiftable with respect to the support unit 1 .
- the setting unit 2 is displaceable in the longitudinal direction 5 with respect to the intermediate unit 14 for the length setting of the steering column.
- the setting unit 2 is nondisplaceable with respect to the intermediate unit 14 .
- connection of the support unit 1 with the chassis of the motor vehicle and/or the connection of the intermediate unit 14 with the support unit 1 and/or the connection of the setting unit 2 with the intermediate unit 14 through the interconnection of known crash energy absorption devices. Since the energy absorption of the steering column in the event of a crash is not the core of the invention, such mechanisms are here not further described. However, a person of skill in the art can select suitable mechanisms from the techniques for energy absorption according to his own discretion and, combined with the solution according to the invention, integrate such into a steering column.
- the clamping mechanism 4 comprises a clamp bolt 16 extending transversely to the steering spindle 3 , in particular at right angles to the longitudinal direction 5 of the steering column, and the clamp bolt penetrates openings in the side jaws 12 , 13 .
- the openings penetrated by clamp bolt 16 in the side jaws 12 , 13 are realized as elongated holes extending in the setting direction 6 .
- the clamp bolt 16 further penetrates openings in the intermediate unit 14 . It could also penetrate openings in the setting unit 2 , in particular in embodiments in which an intermediate unit 14 is omitted. These openings in the setting unit 2 , to permit a length adjustment of the steering column, would be realized as elongated holes extending in the longitudinal direction 5 .
- a steering column according to the invention could also only be adjustable in the longitudinal direction 5 or only in the setting direction 6 corresponding to the height or inclination adjustment.
- an actuating lever 17 actuatable by the user is provided.
- the actuating lever 17 starting from an open position ( FIG. 4 ) is swivelled about the rotational axis 18 , formed by the clamp bolt 16 , into a rotational closing direction 19 up into a closed position (cf. FIG. 6 ).
- the actuating lever 17 entrains a clamp element 20 , which, in the depicted embodiment, is realized in the form of a cam disk with at least one cam 21 , and preferably at least two cams 21 .
- the clamp element 20 is rotated about the rotational axis 18 from a passive position ( FIG. 4 ), in which the clamping mechanism is opened, in the rotational closed direction 19 into an active position ( FIG. 6 ), in which the clamping mechanism 4 is closed.
- the clamp element 20 cooperates with a counterclamp element 22 which is held nonturnable out of position about the rotational axis 18 , in the depicted embodiment through guide bars 23 , cooperating with the side jaw 12 , which are displaceably guided by the side jaw 12 (for example the margins of the opening penetrated by the side jaw on which they are in contact) into the setting direction 6 .
- the counterclamp element 22 in the depicted embodiment is realized in the form of a rotatably actuated sliding disk or a cam follower and includes at least one oblique face 24 for the cooperation with the at least one cam 21 of the clamp element 20 .
- the clamp element 20 and the counterclamp element 22 are spaced further apart, e.g. the distance a between its base sections increases, as is evident in FIGS. 4 to 6 . Consequently, at least one of these parts 20 , 22 is shifted in the axial direction of the rotational axis 18 .
- the opening and closing of a clamping mechanism 4 in this manner by means of a clamp element 20 and counterclamp element 22 is known. It is also feasible to provide the converse disposition, e.g. the counterclamp element 22 includes at least one cam and the clamp element 20 is realized as a sliding disk or cam follower and includes at least one oblique face for the cooperation with the at least one cam.
- the clamp elements 20 , 22 for opening and closing the clamping mechanism 4 through axial shifting of at least one of these parts during the turning out of position of the clamp element 20 with respect to the counterclamp element 22 are conceivable and feasible and also known. Between the clamp element 20 and the counterclamp element 22 could also be disposed in known manner rocker arms or rolling bodies which run in guide tracks, of which at least one includes an inclined bottom.
- the at least one cam 21 is in contact on a stop 27 of the counterclamp element 22 .
- This stop 27 is formed by a step at the end of a guide face comprising the oblique face 24 for the cam 21 .
- connection studs 25 which are integrally realized with the clamp element 20 or are retained by the clamp element 20 , for example, by being pressed into recesses in the clamp element 20 .
- the axes of the connection studs 25 are oriented parallel to the rotational axis 18 and are spaced apart from it.
- two connection studs 25 are provided, located opposite in particular with respect to the rotational axis 18 . More or fewer of such connection studs 25 can also be provided.
- connection studs 25 project into recesses 26 of the actuating lever 17 in which they are retained under form closure with respect to the actuating lever 17 with reference to a movement in the sense of a rotation about the rotational axis 18 , cf. in particular FIG. 8 in connection with FIG. 10 .
- connection studs 25 are in particular comprised of synthetic material.
- connection studs 25 are realized integrally with the actuating lever 17 or are retained by the actuating lever 17 , for example by being pressed into recesses in the actuating lever 17 .
- the studs 25 project into recesses of the clamp element 20 in which they are retained under form closure with respect to the clamp element 20 in reference to a movement in the sense of a rotation about the rotational axis 18 .
- the clamp element 20 is preferably connected torsion-tight with the clamp bolt 16 .
- the clamp bolt 16 thus rotates simultaneously during the rotation of the clamp element 20 about the rotational axis 18 .
- This connection can take place, for example via a knurl 31 , 32 or a roller-burnishing which is disposed on the clamp element 20 and/or on the clamp bolt 16 .
- Other connections under force closure, in particular frictional closure and/or form closure and/or material closure, are also conceivable and feasible. Conceivable and feasible would in principle also be an integral realization of the clamp bolt 16 with the clamp element 20 .
- clamp element 20 is turnable out of position with respect to the clamp bolt 16 .
- the clamp bolt can also remain without rotation about its axis.
- the actuating lever 17 can rotate unhindered on the clamp bolt 16 about the rotational axis 18 .
- the toothings 8 , 10 displaced by the clamping mechanism 4 during the opening and closing of the clamping mechanism 4 , are disposed in the depicted embodiment on the counterclamp element 22 or a part connected therewith and cooperate with a toothing 9 located on the side jaw 12 and a toothing 14 of a part connected with the setting unit 2 .
- This part is connected with the setting unit 2 for example such that, in the presence of a force acting in the longitudinal direction 5 of the steering column onto the setting unit 2 in the event of a crash, it is dislocatable with respect to the setting unit 2 with the absorption of energy.
- Other dispositions of toothings or other securement parts are also conceivable and feasible and also known.
- Securement elements such as toothings, brought into engagement with one another in the closed state of the clamping mechanism 4 , can be provided on one side, e.g. on one side of the longitudinal axis of the steering spindle 3 (as shown), or on both sides.
- the clamp bolt is entirely located on one side of the longitudinal axis of the steering spindle 3 , in which its end closer to the longitudinal axis of the steering spindle 3 is disposed within the jacket tube.
- a second embodiment of the invention which differs in view of the overcoming of the form closure between the actuating lever 17 and the clamp element 20 in the event of a crash, will be explained in the following.
- this embodiment is realized as depicted in FIGS. 1 to 10 and previously described.
- the limit value is exceeded, however, the shearing-off of the connection studs 25 does not occur, as is depicted in FIG. 11 .
- the form closure blocking the turning out of position of the actuating lever 17 with respect to the clamp element 20 is rather overcome through material reformation, as is depicted in FIG. 12 .
- the recesses 26 into which the connection studs 25 project in normal operation and are retained under form closure, here represent expanded regions of a groove-form guide track 28 for the particular connection studs 25 .
- the actuating lever 17 If, in the closed position of the actuating lever 17 , a force acts onto it which leads to a torque into the rotational closed position 19 , which torque exceeds a certain limit value, the actuating lever 17 is turned with respect to the clamp element 20 , and in each instance a section of the guide track that adjoins the recess 26 is widened out.
- the turning out of position of the actuating lever 17 with respect to the clamp element 20 takes place under continuous energy absorption (in the depicted embodiment, the rotation range over which such energy absorption takes place is theoretically 180°; however, such a large turning out of position is not likely to occur in practice).
- the actuating lever 17 is preferably comprised, at least in the region of the guide track 28 or also entirely, of synthetic material.
- FIGS. 13 and 14 A further modified embodiment is depicted in FIGS. 13 and 14 .
- the type of form-closure connection between the actuating lever 17 and the clamp element 20 is modified.
- On both sides of each particular connection stud 25 which is integrally realized with the clamp element 20 or is retained by it, for example, so that it is pressed into a recess in the clamp element 20 , projections 29 , 30 are provided which decrease the cross section of the guide track 28 of the actuating lever 17 and encompass the connection stud 25 .
- connection studs 25 are integral with the actuating lever 17 or are retained by the actuating lever 17 , for example, so that they are pressed into recesses in the actuating lever 17 .
- the recesses 26 and the guide track 28 , or the projections 29 , 30 decreasing the cross section of each particular guide track 28 would in this case be provided on the clamp element 20 .
- the arrangement according to the invention can also be realized such that, in the event of a crash, upon the impact of the driver onto the actuating lever 17 , the latter turns out of position in the direction in which the clamping system is opened. And only after the actuating lever 17 has turned further during this rotation up to a stop, the torsion-tight connection with the clamp element is abrogated according to the invention.
- the steering column in the event of a crash can readily be pressed away by the driver, since the fixing between setting unit 2 and support unit 1 is abrogated.
- Such an embodiment can be employed, for example, if other energy absorption mechanisms, such as additional airbags or cushioning are provided in the motor vehicle region surrounding the steering column.
- FIG. 15 A further, minimally modified embodiment is depicted in FIG. 15 .
- the actuating lever 17 is here provided with a flattened section 33 in order to attain in this region sufficient clearance with respect to neighboring structural parts.
- the actuating lever 17 is realized with a recess (cf. for example FIG. 8 ), which has a central axis, coinciding with the rotational axis 18 , about which the clamp element 20 is rotated by the actuating lever 17 during the opening and closing of the clamping mechanism. If, upon exceeding the limit value of the torque acting between the actuating lever 17 and the clamp element 20 , the actuating lever 17 is turned out of position with respect to the clamp element 20 , the central axis of this recess herein continues to coincide with the rotational axis 18 as before.
- the actuating lever 17 is provided with a pin or stud which has a central axis coinciding with the rotational axis 18 about which the clamp element 20 is rotated by the actuating lever 17 during the opening and closing of the clamping mechanism 4 .
- the central axis of the pin or the stud coincides as before with the rotational axis if the actuating lever 17 , upon the limit value of the torque acting between the actuating lever 17 and the clamp element 20 being exceeded, is turned out of position with respect to the clamp element about the rotational axis 18 .
- An embodiment of this last described form is also conceivable and feasible.
Abstract
Description
- The invention relates to an adjustable steering column for a motor vehicle with a clamping mechanism in the opened state of which the steering column is adjustable and in the closed state of which the set position of the steering column is fixed. The clamping mechanism comprises an actuating lever and a clamp element, which, for opening and closing the clamping mechanism, is rotatable by the actuating lever about an axis of rotation.
- Adjustable steering columns are known in various embodiments. To secure the adjustment in position in the closed state of the clamping mechanism can be provided, for example, friction faces tightened together by the clamping mechanism for the force-closure securement or toothings, brought together by the clamping mechanism for the form-closure securement. The adjustability can refer to the axial direction of the steering column and/or the inclination adjustment or height direction.
- To improve the protection of the motor vehicle driver in the event of a motor vehicle crash, in particular against an impact of the knee on the operating lever of the fixing device, WO 03/018384 A1 has already proposed to realize the operating lever as a deformation element such that it is deformable through an impact with the consumption of energy. For this purpose the operating lever is preferably provided with a specified buckling point. The force leading to the deformation of the operating lever must herein be selected of adequate magnitude in order to exclude deformation during normal operation. The operating lever must further be realized with appropriate geometry in order for a deformation of the operating lever to result due to an impact force acting in the direction toward the motor vehicle front in the event of a crash.
- DE 10 141 551 A1 furthermore discloses an adjustable steering column in which a lever part of the operating lever is connected with a bearing part via a tear-off mechanism, through which the lever part can become detached from the bearing part in the event of a crash. The embodiment depicted in this document is relatively complex. It is also necessary to prevent the lever part of the operating lever from becoming unintentionally detached from the bearing part, for example in the presence of an unintentional jolting or improperly applied forces, also in the transverse direction.
- U.S. Pat. No. 7,125,046 B2 discloses an adjustable steering column in which, in the event of a crash, the jacket tube can become dislocated in the direction toward the motor vehicle front. Herein, the fastening lever for the lock mechanism is also moved toward the front end of the motor vehicle whereby the knee protection of the driver is said to be improved.
- The invention addresses the problem of providing an adjustable steering column of the type described in the introduction, in which with an advantageous realization an effective protection of the driver with respect to an impact on the actuating lever is attained in the event of a crash. This is accomplished according to the invention through a steering column with the features of the present invention, including advantageous further developments and improvements of the invention.
- In the steering column of the invention, the actuating lever is connected with the clamp element of the clamping mechanism so that it is turnable out of position at least in one direction of rotation with respect to the clamp element if a limit value of a torque acting between the actuating lever and the clamp element is exceeded. Below this limit value of torque, there is advantageously a torsion-tight connection between the actuating lever and the clamp element. The actuating lever can herein be connected directly or indirectly, e.g. via one or more transmission members such that it is connected torsion-tight with the clamp element. However, this connection is only torsion-tight up to a certain torque acting between the actuating lever and the clamp element. If this limit value is exceeded (in particular in the event of a motor vehicle crash if the driver impacts, for example, with his knee onto the actuating lever) the actuating lever can at least within limits turn out of position with respect to the clamp element with the detaching or yielding of the torsion-tight connection. After this limit value of the effective torque has been exceeded, there is advantageously potential for movement of the actuation level only in a degree of freedom, precisely in the sense of a rotation with respect to the clamp element.
- The invention permits a simple and compact realization. In the realization according to the invention, a relatively high nonresponsiveness can advantageously be attained to unintentional or improper force actions onto the actuating lever, in particular also in the transverse direction, e.g. in the direction of the rotational axis.
- The limit value of the torque, above which the actuating lever is turnable out of position with respect to the clamp element, is advantageously at least 7.5 Nm, wherein a value of at least 12 Nm is more preferred. In order to obtain sufficient security even in the case of improper use, limit values of the torque, above which the actuating lever is turnable out of position with respect to the clamp element, of at least 15 Nm is especially preferred.
- Depending on the position and orientation of the actuating lever, the limit value must be laid out such that even improper forces or an unintentional supporting of the driver on the lever does not lead to a detaching of the torsion-tight connection. However, this does not represent a hindrance, since in the event of a crash the driver, through his relative speed with respect to the motor vehicle, introduces an elevated force and therewith a corresponding torque.
- In a preferred embodiment of the invention, at least as long as the limit value of the torque acting onto the actuating lever has not been exceeded, there is a connection under form closure, acting at least in one rotational direction about the rotational axis, between the actuating lever and the clamp element. This form-closure connection is preferably effective about the rotational axis in both rotational directions. This form-closure connection can be realized directly between the actuating lever and the clamp element or indirectly via one or more intermediate members. Referring to the at least one rotational direction, preferably to both rotational directions. The intermediate members are each connected with one another under form closure. If the limit value has been exceeded, the form-closure connection yields or becomes detached. This detachment or yielding can take place by at least one of the parts effecting the form closure being broken off and/or deformed. This may herein involve a part of the actuating lever and/or of the clamp element and/or at least one intermediate part which imparts the form closure, for example a connecting stud that can be sheared off. If the connection yields or becomes detached through deformation, this deformation is preferably plastic or at least largely plastic. The deformation can be, for example, a widening-out.
- Conceivable and feasible, although less preferred, would also be a force-closure, in particular friction-closure, connection between the actuating lever and the clamp element which retains the actuating lever nonturnable out of position with respect to the clamp element at torques acting below the limit value. A defined realization of a limit value which is substantially constant over the service life, however, is here more difficult.
- The actuating lever is advantageously disposed such that a torque which, in the event of a crash, is exerted by the driver, for example his knee, onto the actuating lever when the driver is hurled in the direction toward the motor vehicle front, acts in the rotational closure direction of the actuating lever, which is the rotational direction into which the actuating lever is swivelled about the rotational axis during the closure of the clamping mechanism.
- In an advantageous embodiment of the invention, the turning out of position of the actuating lever with respect to the clamp element, if a torque is effective that is above the limit value, takes place at least over an angular range with the absorption of energy (thus not as an abrupt complete detachment. This angular range is preferably greater than 10°. The safety against unintentional or improper force actions can thereby be increased.
- The adjustable steering column according to the invention can comprise in a conventional manner a support unit is connectable with the chassis of the motor vehicle, and a setting unit rotatably bearing supporting the steering spindle. In the opened state of the clamping mechanism, the steering spindle is displaceable with respect to the support unit for setting the position of the steering column and, in the closed state of the clamping mechanism, is secured in position in its set position with respect to the support unit. This setting unit can be formed in particular by a jacket tube rotatably supporting the steering spindle or it can include such.
- If, upon exceeding the limit value of the torque acting between the actuating lever and the clamp element, the actuating lever is turned out of position with respect to the clamp element, the clamping mechanism remains preferably closed. The clamp element thus does not turn out of position, and it is stayed against a turning by a corresponding stop. If, correspondingly, the clamping mechanism herein remains clamped, the steering column, corresponding to the layout of the clamping mechanism, can absorb forces with respect to its displacement directions. These forces can in particular be laid out so high that the steering column, in the event of a crash, through an impact of the driver, is not dislocated with respect to the support unit and, for example, the function of the airbag is fully ensured. In this manner, on the one hand, the endangerment through the actuation lever is decreased and, on the other hand, the energy upon the impact of the driver onto the steering column, as is known within prior art, can be absorbed under control by absorption elements between support unit and body-stationary bracket.
- In the opened state of the clamping mechanism, the steering column can be adjustable in its longitudinal direction and/or in its inclination or in its height.
- If the torque acting between the actuating lever and the clamp element exceeds the limit value, this is denoted as a “crash event”. As long as this limit value is not exceeded, this state is referred to as “normal operation” of the steering column.
- Further advantages and details of the invention will be explained in the following section in conjunction with the attached drawings, in which:
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FIG. 1 is an oblique view of a feasible embodiment of a steering column according to the invention, parts of the clamping mechanism being pulled apart in the manner of an exploded view, -
FIG. 2 is a view of the actuating lever with the clamp element and the clamp bolt; -
FIG. 3 is an oblique view of these parts, -
FIG. 4 is a side view of the actuating lever with the clamp element, the counterclamp element, and the clamp bolt in the opened state of the clamping mechanism, the actuating lever and the clamp bolt partially cut off, -
FIG. 5 is a view corresponding toFIG. 4 in the partially closed state of the clamping mechanism, -
FIG. 6 is a view corresponding toFIG. 4 in the closed state of the clamping mechanism, -
FIG. 7 is an oblique view of the actuating lever and of the clamp element in a state in which these parts are pulled apart, -
FIG. 8 is an oblique view of the parts ofFIG. 7 from a different line of sight, -
FIG. 9 is a section view along line AA ofFIG. 7 (however, with the two components assembled together), -
FIG. 10 is a section view along line BB ofFIG. 9 , -
FIG. 11 is a section view corresponding toFIG. 10 after a motor vehicle crash according to a first embodiment variant, -
FIG. 12 is a section view corresponding toFIG. 10 after a motor vehicle crash according to a second embodiment variant, -
FIGS. 13 and 14 are section views corresponding toFIG. 10 before and after a motor vehicle crash according to a further embodiment of the invention, with a modified actuating lever, -
FIG. 15 shows a further minimally modified embodiment according to the invention. - A first embodiment of the invention will be explained in the following section in conjunction with
FIGS. 1 to 11 . The steering column comprises asupport unit 1, which is connectable to the chassis of the motor vehicle, and asetting unit 2, which rotatably bearing supports a section of thesteering spindle 3 adjoining the steering wheel-side end of the steering column. Thesetting unit 2 is realized in the form of a jacket tube. - In the opened state of a
clamping mechanism 4, thesetting unit 2 is displaceable in thelongitudinal direction 5 of the steering column (=in the direction of the longitudinal axis of the steering spindle 3) for a length adjustment of the steering column and in thesetting direction 6 for a height or inclination adjustment of the steering column with respect to thesupport unit 1. In the closed state of theclamping mechanism 4, the set position of thesetting unit 2 is secured in position with respect to thesupport unit 2. To secure the adjustment, for example, as depicted, meshing toothings 8-11 are provided. For the securement, instead, friction faces can also be provided. Other securement elements acting under form closure are also known and can be employed. Moreover, for the securement, combinations of elements acting under form closure and friction closure can also be employed. To increase the number of friction faces, disks cooperating in the manner of disk packs can also be provided. The toothings and/or other securement elements can be provided on one side or both sides with respect to the center longitudinal axis (to illustrate the bilateral disposition, inFIG. 1 on both sides on the setting unit 2 a toothing is depicted, while the other toothings, for the sake of simplicity, are only shown on one side). All of these implementations are known. - The
setting unit 2 is disposed betweenside jaws support unit 1. In the depicted embodiment, further, between thesupport unit 1 and thesetting unit 2, anintermediate unit 14 is disposed. In the opened state of theclamping mechanism 4, theintermediate unit 14 is displaceable with respect to thesupport unit 1 in thesetting direction 6 corresponding to the height or inclination adjustment. For this purpose, it is swivellable with respect to thesupport unit 1 about aswivel axis 15, the implementation of which is not shown in detail in the depicted embodiment. In thelongitudinal direction 5 of the steering column, theintermediate unit 14 is nonshiftable with respect to thesupport unit 1. In the opened state of theclamping mechanism 4, further, thesetting unit 2 is displaceable in thelongitudinal direction 5 with respect to theintermediate unit 14 for the length setting of the steering column. In thesetting direction 6, thesetting unit 2 is nondisplaceable with respect to theintermediate unit 14. - In the closed state of the
clamping mechanism 4 theside jaws support unit 1 are tightened against theintermediate unit 14. - It is herein feasible to form the connection of the
support unit 1 with the chassis of the motor vehicle and/or the connection of theintermediate unit 14 with thesupport unit 1 and/or the connection of thesetting unit 2 with theintermediate unit 14 through the interconnection of known crash energy absorption devices. Since the energy absorption of the steering column in the event of a crash is not the core of the invention, such mechanisms are here not further described. However, a person of skill in the art can select suitable mechanisms from the techniques for energy absorption according to his own discretion and, combined with the solution according to the invention, integrate such into a steering column. - The realization with a
support unit 1, settingunit 2 and interspacedintermediate unit 14 in the described form is known. Such anintermediate unit 14 could also be omitted, as is also known. In the closed state of theclamping mechanism 4 theside jaws setting unit 2. - The
clamping mechanism 4 comprises aclamp bolt 16 extending transversely to thesteering spindle 3, in particular at right angles to thelongitudinal direction 5 of the steering column, and the clamp bolt penetrates openings in theside jaws clamp bolt 16 in theside jaws setting direction 6. Theclamp bolt 16 further penetrates openings in theintermediate unit 14. It could also penetrate openings in thesetting unit 2, in particular in embodiments in which anintermediate unit 14 is omitted. These openings in thesetting unit 2, to permit a length adjustment of the steering column, would be realized as elongated holes extending in thelongitudinal direction 5. - A steering column according to the invention could also only be adjustable in the
longitudinal direction 5 or only in thesetting direction 6 corresponding to the height or inclination adjustment. - To open and close the
clamping mechanism 4, an actuatinglever 17 actuatable by the user is provided. To close theclamping mechanism 4, the actuatinglever 17, starting from an open position (FIG. 4 ) is swivelled about therotational axis 18, formed by theclamp bolt 16, into arotational closing direction 19 up into a closed position (cf.FIG. 6 ). During its swivelling about therotational axis 18 from its open into its closed position, the actuatinglever 17 entrains aclamp element 20, which, in the depicted embodiment, is realized in the form of a cam disk with at least onecam 21, and preferably at least twocams 21. During the rotation of the actuatinglever 17 from its open into its closed position, theclamp element 20 is rotated about therotational axis 18 from a passive position (FIG. 4 ), in which the clamping mechanism is opened, in the rotationalclosed direction 19 into an active position (FIG. 6 ), in which theclamping mechanism 4 is closed. - The
clamp element 20 cooperates with acounterclamp element 22 which is held nonturnable out of position about therotational axis 18, in the depicted embodiment through guide bars 23, cooperating with theside jaw 12, which are displaceably guided by the side jaw 12 (for example the margins of the opening penetrated by the side jaw on which they are in contact) into the settingdirection 6. Thecounterclamp element 22 in the depicted embodiment is realized in the form of a rotatably actuated sliding disk or a cam follower and includes at least oneoblique face 24 for the cooperation with the at least onecam 21 of theclamp element 20. - During the turning of the
clamp element 20 from its passive into its active position, theclamp element 20 and thecounterclamp element 22 are spaced further apart, e.g. the distance a between its base sections increases, as is evident inFIGS. 4 to 6 . Consequently, at least one of theseparts rotational axis 18. - The opening and closing of a
clamping mechanism 4 in this manner by means of aclamp element 20 andcounterclamp element 22 is known. It is also feasible to provide the converse disposition, e.g. thecounterclamp element 22 includes at least one cam and theclamp element 20 is realized as a sliding disk or cam follower and includes at least one oblique face for the cooperation with the at least one cam. In addition, other realizations ofclamp elements clamping mechanism 4 through axial shifting of at least one of these parts during the turning out of position of theclamp element 20 with respect to thecounterclamp element 22 are conceivable and feasible and also known. Between theclamp element 20 and thecounterclamp element 22 could also be disposed in known manner rocker arms or rolling bodies which run in guide tracks, of which at least one includes an inclined bottom. - When the
clamp element 20 is in its active position, further turning of theclamp element 20 into the rotationalclosed direction 19 is blocked. In the depicted embodiment for this purpose, the at least onecam 21 is in contact on astop 27 of thecounterclamp element 22. Thisstop 27 is formed by a step at the end of a guide face comprising theoblique face 24 for thecam 21. - In the depicted embodiment, a rotational entrainment connection, required for opening and closing the
clamping mechanism 4, between the actuatinglever 17 and theclamp element 20 is carried out throughconnection studs 25, which are integrally realized with theclamp element 20 or are retained by theclamp element 20, for example, by being pressed into recesses in theclamp element 20. The axes of theconnection studs 25 are oriented parallel to therotational axis 18 and are spaced apart from it. For example, twoconnection studs 25 are provided, located opposite in particular with respect to therotational axis 18. More or fewer ofsuch connection studs 25 can also be provided. Theconnection studs 25 project intorecesses 26 of the actuatinglever 17 in which they are retained under form closure with respect to theactuating lever 17 with reference to a movement in the sense of a rotation about therotational axis 18, cf. in particularFIG. 8 in connection withFIG. 10 . - If in the closed position of the actuating
lever 17, a force acts onto it which leads to a torque in the rotationalclosed direction 19, which force exceeds a certain limit value, shearing-off of theconnection studs 25 occurs. Therefore, the form-closure connection between the actuatinglever 17 and theclamp element 20 is abrogated and the actuatinglever 17 can become further swivelled in therotational closing direction 19. This state is depicted inFIG. 11 . Theclamping mechanism 4 herein remains closed such that the set position of the steering column is maintained. Even after the turning out of position with respect to theclamp element 20, the actuatinglever 17 remains disposed on theclamp bolt 16 via the head of theclamp bolt 16 or a part retained on theclamp bolt 16. - To permit the shearing-off of the
connection studs 25, these are in particular comprised of synthetic material. - The converse embodiment is also conceivable and feasible, in which the
connection studs 25 are realized integrally with the actuatinglever 17 or are retained by the actuatinglever 17, for example by being pressed into recesses in theactuating lever 17. Thestuds 25 project into recesses of theclamp element 20 in which they are retained under form closure with respect to theclamp element 20 in reference to a movement in the sense of a rotation about therotational axis 18. - The
clamp element 20 is preferably connected torsion-tight with theclamp bolt 16. Theclamp bolt 16 thus rotates simultaneously during the rotation of theclamp element 20 about therotational axis 18. This connection can take place, for example via aknurl clamp element 20 and/or on theclamp bolt 16. Other connections under force closure, in particular frictional closure and/or form closure and/or material closure, are also conceivable and feasible. Conceivable and feasible would in principle also be an integral realization of theclamp bolt 16 with theclamp element 20. - An embodiment is also conceivable and feasible in which the
clamp element 20 is turnable out of position with respect to theclamp bolt 16. During the opening and closing of theclamping mechanism 4, the clamp bolt can also remain without rotation about its axis. - Apart from its connection with the
clamp element 20, the actuatinglever 17 can rotate unhindered on theclamp bolt 16 about therotational axis 18. - The
toothings clamping mechanism 4 during the opening and closing of theclamping mechanism 4, are disposed in the depicted embodiment on thecounterclamp element 22 or a part connected therewith and cooperate with atoothing 9 located on theside jaw 12 and atoothing 14 of a part connected with thesetting unit 2. This part is connected with thesetting unit 2 for example such that, in the presence of a force acting in thelongitudinal direction 5 of the steering column onto thesetting unit 2 in the event of a crash, it is dislocatable with respect to thesetting unit 2 with the absorption of energy. Other dispositions of toothings or other securement parts are also conceivable and feasible and also known. - Securement elements, such as toothings, brought into engagement with one another in the closed state of the
clamping mechanism 4, can be provided on one side, e.g. on one side of the longitudinal axis of the steering spindle 3 (as shown), or on both sides. - As known are embodiments in which the clamp bolt is entirely located on one side of the longitudinal axis of the
steering spindle 3, in which its end closer to the longitudinal axis of thesteering spindle 3 is disposed within the jacket tube. Such a realization is also conceivable and feasible. - A second embodiment of the invention, which differs in view of the overcoming of the form closure between the actuating
lever 17 and theclamp element 20 in the event of a crash, will be explained in the following. During normal operation, thus as long as the limit value of the torque acting between the actuatinglever 17 and theclamp element 20 has not been exceeded, this embodiment is realized as depicted inFIGS. 1 to 10 and previously described. When the limit value is exceeded, however, the shearing-off of theconnection studs 25 does not occur, as is depicted inFIG. 11 . However, the form closure blocking the turning out of position of the actuatinglever 17 with respect to theclamp element 20 is rather overcome through material reformation, as is depicted inFIG. 12 . Therecesses 26, into which theconnection studs 25 project in normal operation and are retained under form closure, here represent expanded regions of a groove-form guide track 28 for theparticular connection studs 25. - If, in the closed position of the actuating
lever 17, a force acts onto it which leads to a torque into the rotationalclosed position 19, which torque exceeds a certain limit value, the actuatinglever 17 is turned with respect to theclamp element 20, and in each instance a section of the guide track that adjoins therecess 26 is widened out. The turning out of position of the actuatinglever 17 with respect to theclamp element 20, thus, starting from the staring position, takes place under continuous energy absorption (in the depicted embodiment, the rotation range over which such energy absorption takes place is theoretically 180°; however, such a large turning out of position is not likely to occur in practice). - The actuating
lever 17 is preferably comprised, at least in the region of theguide track 28 or also entirely, of synthetic material. - A further modified embodiment is depicted in
FIGS. 13 and 14 . Compared to the first embodiment described in conjunction withFIGS. 1 to 11 and the second embodiment example described in conjunction withFIG. 12 , again, only the type of form-closure connection between the actuatinglever 17 and theclamp element 20 is modified. On both sides of eachparticular connection stud 25, which is integrally realized with theclamp element 20 or is retained by it, for example, so that it is pressed into a recess in theclamp element 20,projections guide track 28 of the actuatinglever 17 and encompass theconnection stud 25. When the torque acting between the actuatinglever 17 andclamp element 20 in the rotationalclosed direction 19 exceeds the limit value, theprojections 29, blocking the turning out of position of the actuatinglever 17 are deformed so that the actuatinglever 17 can rotate further. After the deformation, permitting the turning out of position of the actuatinglever 17, of theprojections 29, the further turning of the actuatinglever 17, wherein theconnection studs 25 dislocate in theparticular guide track 28, can take place without or with a lesser energy absorption. - In the case of the embodiments described in conjunction with
FIGS. 12 or 13 and 14, again, the converse embodiment is feasible, in which theconnection studs 25 are integral with the actuatinglever 17 or are retained by the actuatinglever 17, for example, so that they are pressed into recesses in theactuating lever 17. Therecesses 26 and theguide track 28, or theprojections particular guide track 28, would in this case be provided on theclamp element 20. - In principle, even if less preferred, the arrangement according to the invention can also be realized such that, in the event of a crash, upon the impact of the driver onto the actuating
lever 17, the latter turns out of position in the direction in which the clamping system is opened. And only after theactuating lever 17 has turned further during this rotation up to a stop, the torsion-tight connection with the clamp element is abrogated according to the invention. In this case, the steering column in the event of a crash can readily be pressed away by the driver, since the fixing betweensetting unit 2 andsupport unit 1 is abrogated. Such an embodiment can be employed, for example, if other energy absorption mechanisms, such as additional airbags or cushioning are provided in the motor vehicle region surrounding the steering column. - A further, minimally modified embodiment is depicted in
FIG. 15 . The actuatinglever 17 is here provided with a flattenedsection 33 in order to attain in this region sufficient clearance with respect to neighboring structural parts. - In the previously described embodiments, the actuating
lever 17 is realized with a recess (cf. for exampleFIG. 8 ), which has a central axis, coinciding with therotational axis 18, about which theclamp element 20 is rotated by the actuatinglever 17 during the opening and closing of the clamping mechanism. If, upon exceeding the limit value of the torque acting between the actuatinglever 17 and theclamp element 20, the actuatinglever 17 is turned out of position with respect to theclamp element 20, the central axis of this recess herein continues to coincide with therotational axis 18 as before. Equivalent thereto would be an embodiment in which theactuating lever 17 is provided with a pin or stud which has a central axis coinciding with therotational axis 18 about which theclamp element 20 is rotated by the actuatinglever 17 during the opening and closing of theclamping mechanism 4. The central axis of the pin or the stud coincides as before with the rotational axis if the actuatinglever 17, upon the limit value of the torque acting between the actuatinglever 17 and theclamp element 20 being exceeded, is turned out of position with respect to the clamp element about therotational axis 18. An embodiment of this last described form is also conceivable and feasible. -
- 1 Support unit
- 2 Setting unit
- 3 Steering spindle
- 4 Clamping mechanism
- 5 Longitudinal direction
- 6 Setting direction
- 8 Toothing
- 9 Toothing
- 10 Toothing
- 11 Toothing
- 12 Side jaw
- 13 Side jaw
- 14 Intermediate unit
- 15 Swivel axis
- 16 Clamp bolt
- 17 Actuating lever
- 18 Rotational axis
- 19 Rotational closed direction
- 20 Clamp element
- 21 Cam
- 22 Counterclamp element
- 23 Guide bar
- 24 Oblique face
- 25 Connection studs
- 26 Recess
- 27 Stop
- 28 Guide track
- 29 Projection
- 30 Projection
- 31 Knurl
- 32 Knurl
- 33 Flattening
Claims (13)
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
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DE102008045143.6 | 2008-09-01 | ||
DE102008045143 | 2008-09-01 | ||
DE102008045143A DE102008045143B4 (en) | 2008-09-01 | 2008-09-01 | Adjustable steering column for a motor vehicle |
PCT/EP2009/005793 WO2010022855A1 (en) | 2008-09-01 | 2009-08-10 | Adjustable steering column for a motor vehicle |
Publications (2)
Publication Number | Publication Date |
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US20110156380A1 true US20110156380A1 (en) | 2011-06-30 |
US8590932B2 US8590932B2 (en) | 2013-11-26 |
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Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US13/061,541 Active 2029-12-03 US8590932B2 (en) | 2008-09-01 | 2009-08-10 | Adjustable steering column for a motor vehicle |
Country Status (8)
Country | Link |
---|---|
US (1) | US8590932B2 (en) |
EP (1) | EP2318239B1 (en) |
CN (1) | CN102164783B (en) |
AT (1) | ATE536284T1 (en) |
DE (1) | DE102008045143B4 (en) |
ES (1) | ES2378945T3 (en) |
PL (1) | PL2318239T3 (en) |
WO (1) | WO2010022855A1 (en) |
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US20180072340A1 (en) * | 2016-09-15 | 2018-03-15 | Steering Solutions Ip Holding Corporation | Lever assembly for controlling a lock of a steering column assembly and method of manufacturing |
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CN111661134A (en) * | 2019-03-06 | 2020-09-15 | Zf汽车业德国有限公司 | Clamping device for a steering column and adjusting device for a steering column |
US11352047B2 (en) * | 2017-12-27 | 2022-06-07 | Robert Bosch Automotive Steering Vendome S.A.S. | Steering column |
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DE102010000504B3 (en) * | 2010-02-22 | 2011-03-03 | Thyssenkrupp Presta Ag | Adjustable steering column for motor vehicle, has actuating lever pressed with joining surface surrounding longitudinal axis and made of plastic, where teeth of tooth system in joining surface of actuating lever are partially carved |
DE102010016679B4 (en) * | 2010-04-28 | 2012-07-12 | Thyssenkrupp Presta Ag | Clamping part for an integrated in an adjustable steering column for a motor vehicle clamping device |
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GB201311662D0 (en) * | 2013-06-28 | 2013-08-14 | Trw Ltd | A steering column assembly |
EP3124353B1 (en) * | 2014-03-26 | 2021-04-14 | NSK Ltd. | Position adjustment device for steering wheel |
DE112015002019T5 (en) * | 2014-04-28 | 2017-02-23 | Namyang Ind. Co. Ltd: | steering column |
GB201408170D0 (en) * | 2014-05-08 | 2014-06-25 | Trw Ltd | A clamp mechanism |
FR3035057B1 (en) * | 2015-04-15 | 2018-07-27 | Zf Systemes De Direction Nacam S.A.S. | CAM TIGHTENING MECHANISM AND STEERING COLUMN THEREFOR |
DE102015216348A1 (en) * | 2015-08-26 | 2017-03-02 | Thyssenkrupp Ag | Clamping device of an adjustable steering column for motor vehicles |
FR3047960A1 (en) * | 2016-02-24 | 2017-08-25 | Peugeot Citroen Automobiles Sa | MOTOR VEHICLE EQUIPPED WITH A BRACKET OF A STEERING WHEEL WITH A LEVER FOR SECURE ADJUSTMENT |
US10093339B2 (en) * | 2016-10-26 | 2018-10-09 | Steering Solutions Ip Holding Corporation | Steering column assembly having a locking assembly |
US10494012B2 (en) * | 2017-09-22 | 2019-12-03 | Steering Solutions Ip Holding Corporation | Travel control system for cam assembly |
US10913483B2 (en) * | 2019-04-04 | 2021-02-09 | Steering Solutions Ip Holding Corporation | Damper assembly for steering column |
US11186307B2 (en) | 2019-10-31 | 2021-11-30 | Steering Solutions Ip Holding Corporation | Rake lever assembly |
US11279393B2 (en) * | 2020-04-29 | 2022-03-22 | Steering Solutions Ip Holding Corporation | Inner cam assembly for steering rake adjustment assembly |
JP2022114814A (en) * | 2021-01-27 | 2022-08-08 | 株式会社山田製作所 | steering device |
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Also Published As
Publication number | Publication date |
---|---|
DE102008045143A1 (en) | 2010-03-18 |
WO2010022855A1 (en) | 2010-03-04 |
CN102164783B (en) | 2014-05-07 |
US8590932B2 (en) | 2013-11-26 |
ES2378945T3 (en) | 2012-04-19 |
EP2318239B1 (en) | 2011-12-07 |
EP2318239A1 (en) | 2011-05-11 |
PL2318239T3 (en) | 2012-05-31 |
ATE536284T1 (en) | 2011-12-15 |
CN102164783A (en) | 2011-08-24 |
DE102008045143B4 (en) | 2012-05-24 |
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